Sf,;f,';.':2f^c"CH.PEL„,u. 

00034018198  |^ 

This  booh  must  not 
be  taken  from  the 
Library  building. 


ON  THE  SElF-SERViCE  COPIER; 


i 


LUNC-1SMF.38 


Wf 


PROCEEDINGS 


OF   A 


Called  Meeting  of  Stockholders 


OV  THE 


WESTERN  N.  C.  RAIL  ROAD, 


HELD  m  SALISBURY, 


NOVEMBER  23,  1860. 


SALISBURY,  N.  C. 

PRINTED  BY  J.  J.  BRIJNER. 

1860. 


* 


AN  ACT 

To  AMEND  AN  ACT  ENTITLED  AN  ACT  TO  INCORPORATE  THE  WES- 
TERN IN'oETH  Carolina  Rail  Road  Company,  passed  at  the 
SESSION  of  1854:-'55,  and  also,  an  act  amendatory  thereof, 

PASSED  AT  THE  SESSION  OF  1856-'57. 

Section  1.  Be  it  enacted  hy  the  General  Assemhly  of  the 
State  of  North  Carolina^  and  it  is  hereby  enacted  hy  the  au- 
thority of  the-  same,  That  the  said  acts  which  authorised  the 
survey  for,  and  the  construction  of,  a  rail  road  from  Salisbury 
west,  across  the  Blue  Ridge,  to  a  point  to  be  selected  under 
future  legislation,  on  tlie  Tennessee  line,  and  to  locate  the 
road  accordingly ;  and  whereas,  the  survey  made  by  the  "Wes- 
tern North-Carolina  Rail  Road  Company  has  only  been  fin- 
ished as  far  as  the  French  Broad  river,  near  Asheville,  leav- 
ing the  remainder  of  the  line  of  the  road,  to  the  Tennessee 
line,  to  be  surveyed  and  located  as  provided  under  the  second 
section  of  the  act  of  185tl:-'55.     Therefore, 

Sec  2.  Be  it  further  enacted,  That  for  the  purpose  of  com- 
pleting the  provisions  of  the  charter,  as  provided  in  said  sec- 
tion, so  as  to  enable  the  company  to  complete  the  survey  and 
to  locate  their  road,  the  said  company  is  hereby  authorised 
and  required  to  make  a  survey  for  a  railroad  from  the  point, 
near  Asheville,  to  which  the  survey  has  already  been  made, 
extending  west  through  the  vallevs  of  the  Pigeon  and  Tucka- 
segee  rivers,  to  a  point  on  the  line  of  the  Blue  Ridge  railroad, 
on  the  Tennessee  river,  or  to  the  Tennessee  line,  at  or  near 
Ducktown,  in  the  county  of  Cherokee  :  Pr6%hled.  Tliat  if  the 
company  should,  upon  examination  of  the  route  to  Ducktown, 
determine  that  the  route  is  impracticable,  they  shall  not  be 
required  to  survey  it. 

Se(.'.  8.  Be  If  further  enacted.  That  as  soon  as  said  survey 
js  ('om}>loted,  as  herein  proviilcil.  the  cunipiiiiy  sIimII  have  tlio 


m 


right,  by  and  with  the  consent  of  the  stockholders  east  of  th& 
Bhie  Ridge,  to  locate  their  road  either  west  to  connect  with 
the  line  of  the  Blue  Ridge  Railroad,  on  such  terms  as  the 
Blue  Ridge  Company  and  the  Western  North  Carolina  Rail- 
road Company  may  agree  on,  to  complete  the  connection  with 
steamboat  navigation  on  the  Tennessee,  and  railroad  connec- 
tion with  the  railroads  already  constructed  and  in  progress  of 
construction,  with  Knoxville  on  the  Tennessee  ;*  Linesville, 
Cincinnati  and  Cairo  on  the  Ohio,  on  the  northwest ;  and  with 
the  cities  of  Chattanooga  and  Memphis  on  the  west,  and  with 
the  city  of  ISTew  Orleans  on  the  southwest ;  or  if  the  company 
prefer  it,  they  shall  have  the  right  to  locate  said  road  from  the 
point  designated,  near  Asheville,  down  the  French  Broad,  and 
to  connect  with  any  company  that  has  been  formed  or  may 
be  formed,  to  complete  the  railroad  connection  with  the  East 
Tennessee  and  Virginia  railroads :  Provided^  That  the  survey 
shall  be  paid  for  out  of  the  appropriation  made  for  the  Wes- 
tern JSTorth  Carolina  Railroad,  under  the  act  of  1854-'55  : — 
And  'promded further ^  That  the  location  to  be  made  shall  be 
approved  by  the  next  General  Assembly,  and  the  next  Gen- 
eral Assembly  be  fui-nished  with  a  report  of  the  survey :  Pro- 
vided furtlier^  That  the  said  company  shall  have  the  right  to 
make  a  survey  down  the  French  Broad  river,  through  Madi- 
son county  to  the  line  of  the  State  of  Tennessee,  at  or  near 
Paint  Rock,  and  be  paid  for  out  of  the  appropriation  made 
for  the  Western  North  Carolina  Railroad,  at  the  session  of 
1854-'55. 

Sec.  4.  Be  it  further  enacted^  That  all  acts  and  clauses  of 
acts  coming  in  conflict  with  this  act,  be  and  the  same  are 
hereby  repealed. 

Sec  5.  Be  it  further  enacted^  That  this  act  shall  be  in  force 
from  and  after  its  ratification. 

[Ratified,  the  l^th  day  of  F^h'uari/^  1859.] 


PROCERDINGS. 


Salisbuey,  November  23,  1860. 

A  Called  Meeting  of  the  Stockholders  of  the 
Western  North  Carolina  Rail  Road  Company  was 
held  this  day  in  the  Court  House,  at  2  o'clock,  P.  M, 

On  motion,  Gen.  C.  M.  Avery,  of  Burke,  was  called 
to  the  Chair,  and  H.  Sherrill,  of  Catawba,  and  A.  M. 
Erwin,  of  McDowell,  were  appointed  Secretaries. 

On  motion  of  R.  F.  Simonton,  a  Committee  of  three 
was  appointed  to  examine  proxies,  and  to  ascertain 
the  amount  of  stock  represented  in  the  meeting.  The 
following  persons  were  appointed  said  committee,  viz : 
Robert  F.  Simonton,  Dr.  Alexander  M.  Nesbitt,  and 
Richard  A.  Caldwell. 

A  majority  of  the  stock  being  represented,  the 
meeting  proceeded  to  business. 

The  President  and  Chief  Engineer  then  submitted 
their  Reports. 

On  motion  of  Charles  F.  Fisher,  the  meeting  ad- 
journed to  meet  at  seven  o'clock,  P.  M.,  in  order  to 
give  absent  Stockholders  an  opportunity  of  attending. 


« 


"*■; 


71 

EVENING  SESSION. 

The  Chairman  called  the  meeting  to  order  at  the 
hour  appointed. 

On  motion  of  Dr.  A.  M.  Nesbitt,  the  Reports  of  the 
President  and  Chief  Engineer  were  received  and 
adopted. 

On  motion  of  Charles  F.  Fisher,  the  following  reso- 
lution was  submitted  to  the  meeting  : 

Resolved,  That  the  convention  of  the  Stockholders^ 
in  accordance  with  the  requisitions  of  the  Charter,  do 
hereby  adopt  the  Ducktown  route,  as  set  forth  in  the 
Report  of  the  Chief  Engineer  to  this  body. 

Richard  A.  Caldwell  and  Otho  Gillespie  being  ap- 
pointed tellers,  a  vote  of  the  stock  was  taken,  with  the 
following  result : 

For  the  Ducktown  line,  -         -         -     3.714 

For  the  French  Broad  line,         -         -     -        173 

On  motion  of  A.  M.  Erwin,  the  following  resolution 
was  unanimously  adopted : 

Resolved,  That  the  Stockholders  of  the  Western 
North  Carolina  Rail  Road  Company  do  respectfully 
recommend  to  the  Legislature  that  the  restrictions  in 
the  Charter  of  this  Company  be  removed,  so  as  to  en- 
able the  contractors  on  the  Second  Section,  to  receive 
their  pay. 

The  thanks  of  the  meeting  were  then  tendered  to 
the  Chairman  and  Secretaries,  and  the  meeting  ad- 
journed. 

C.  M.  AVERY,  Chairman, 

IT.  Sherrill,      \  r,       .     . 
A.  M.  H]rwi]s^     J 


# 


§ 


% 


KEPORTS 

OF  THE 

PRESIDENT  AND  CHIEF  ENaiNEEK 

ON.  THE 

SURYEYS  FOR  THE  EXTENSION. 

OF  THE 

WESTEllN  N.  C.  RAIL  ROAD. 


PRESIDENT'S  REPORT. 


Office  of  the  W.  N.  C,  Rail  Road  Compant.  ) 
Salisbuky,  November  23dj  1860.      ( 

To  the  SiOckholders  of  the  Western 

North  Carolina  Rail  Road  Company : 

Gentlemen — You  have  been  called  together  in  compli- 
ance with  the  provisions  of  an  act  of  the  General  Assembly, 
passed  at  its  session  of  lS58-'59,  entitled  an  act  to  amend  au 
act,  to  incorporate  the  Western  North  Carolina  Rail  Road 
Company,  passed  at  the  session  of  185-Jr-'55,  and  also  an  act 
amendatory  tliereof,  passed  at  the  session  of  1856-'575  which 
■was  accepted  b}^  the  Stockholders  at  their  annual  meeting, 
lield  in  the  town  of  Salisbury,  August  25  and  26, 1859. 

The  Board  of  Directoi's  at  their  next:  meeting  after  the  ac- 
ceptance of  said  amendment,  authorised  the  Chief  Engineer 
to  organize  a  Cor|>s  for  the  performance  of  the  duties  indica- 
ted in  the  act  referred  to,  namely,  to  make  a  survey  for  a  rail- 
road, from  the  point  near  Asheville  to  which  the  survey  had 
already  been  made,  extending  West  through  the  valleys  of 

1 


the  Pigeon  and  Tuckasegee  Rivers  to  a  point  on  the  line  of  the 
Blue  Ridge  Rail  Road,  on  the  Tennessee  River,  or  to  the 
Tennessee  line,  at  or  near  Ducktown,  in  the  County  of  Cher- 
okee. 

Also  to  make  a  survey  from  the  point  to  which  the  survey 
had  already  been  made,  near  Asheville,  down  the  French 
Broad  River,  through  Madison  'County,,  to  the  line  of  the 
State  of  Tennessee,  at  or  near  Paint  Rock. 

The  result  of  these  surveys  is  now  laid  before  you,  in  the 
Report  of  your  Chief  Engineer,  which  dispels  all  the  feai-s 
heretofore  entertained  as  to  the  practicability  of  constructing 
a  Railroad  from  Asheville  to  Ducktown,  and  discloses  the 
gratifying  fact,  that  the  cost  will  fall  far  short  of  what  was 
formerly  supposed. 

Our  friends  in  the  "Western  counties,  are  now  looking  with 
renewed  hope  to  the  realization  of  those  Rail  Road  facilities 
-80  liberall}^  extended  to  other  sections  of  our  State,  to  deve- 
lope  and  bring  into  market  the  great  mineral  wealtli  of  that 
region. 

The  advantage  in  distance  from  the  Atlantic  coast,  sa}' 
Norfolk,  to  Mempliis  via  Chattanooga  by  this  line,  you  will 
see  fully  set  forth  in  the  Report  of  your  Chief  Engineer.  The 
completion  of  this  link,  thus  opening  a  Railroad  communica- 
tion with  the  great  South-West,  would  invite  an  amount  of 
travel  over  this  and  the  contiguous  roads,  that  would,  in  the 
end,  not  only  prove  profitable  to  the  road,  but  relieve  the 
State  from  the  burdens  imposed  for  their  construction. 

The  line  down  the  French  Broad  to  Paint  Rock,  in  point  of 
cost,  will  compare  favorably  with  any  line  of  the  same  length 
in  the  mountainous  regions  of  our  State,  and  its  construction 
would  probably  form  a  conneetion  with  the  Western  Roads 
at  an  earlier  day  than  could  be  effected  by  the  Ducktown 
line  ;  yet,  its  divergence  from  the  general  course  of  the'  main 
line  of  road  now  completed  and  in  course  of  construction, 
would  not  fail  to  operate  seriously  against  it,  as  there  would 
be  no  advantages  in  distance  over  other  roads  now  in  opera- 
tion. 

The  amendment  of  1858-59,  contemplates  that  the  Stock- 
holders, East  of  the  Blue  Ridge,  should  decide  on  the  loca- 


tion  West  of  the  Blue  Ridge  prior  to  any  legislation  thereon, 
and  we  feel  well  assured  that  you  will  give  the  subject  the 
consideration  which  the  magnitude  of  the  question  deserves, 
as  upon  yonr  decision,  so  much  of  the  success  of  our  Railroad 
system  depends. 

We  would  ask  your  favorable  consideration  in  behalf  of 
your  Chief  Engineer  and  his  Assistants,  for  the  zeal  and  abil- 
ity displayed  in  the  discharge  of  the  very  arduous  duties  as- 
signed them. 

I  have  the  honor  to  be, 

Very  Respectfully, 
Yowr  obedient  servant, 

A.  M.  POWELL, 

President 


4 


CHIEF  ENaiNEER'S  REPORT. 


Chief  Engineek's  Office  W.  N.  C.  E..  R.,  ) 
Salisbuky,  Not.  23rd,  1860.  j" 

To  the  President  and  Directors  of  the 

Western  North  Carolina  Rail  Road : 
Gentlemen — The  amendment  to  tlie  charter  passed  at  the 
last  session  of  the  Legislature,  extending  the  Road  totheTen- 
"Dessee  line,  also  provided  for  a  survey  of  the  same,  down  the 
French  Broad  River  to  the  Tennessee  line  at  Paint  Rock,  as 
well  as  to  the  State  line  in  the  dii-ection  of  Chattanooga,  and 
by  a  resolution  of  your  Board,  at  its  meeting  on  the  day 

,  I  was  authorized  to  make  the  surveys,  con- 
templated by  the  Charter  so  amended,  and  to  organize  a  Corps 
of  Engineers  for  that  purpose.  Accordingly,  I  at  once  made 
such  preliminary  arrangements  as  were  necessary,  and  on  the 
10th  day  of  November,  1859,  a  Corps  of  Engineers,  duly  pre- 
pared and  equipped,  took  the  field  for  duty  in  Buncombe 
county,  near  the  confluence  of  the  Swananoa  and  French 
Broad  Rivers.  To  this  point  the  surveys  of  the  Western 
North  Carolina  Rail  Road  had  been  extended,  partly  by  loca- 
tion, and  partly  by  preliminary  lines,  whilst  from  this  point, 
under  the  authority  of  the  Greenville  and  French  Broad  Rail 
Road  Company,  as  its  Chief  Engineer,  for  that  part  of  the 
line,  I  had  during  the  winter  and  spring  of  1858,  inade  a  sur- 
vey to  the  Paint  Rock,  at  the  Tennessee  line.  The  notes  of 
survey,  profiles,  maps  and  information  in  regard  to  it,  are  in 
my  possession.  I,  therefore,  regarded  .it  as  unnecessary  to 
make  further  surveys,  on  that  part  of  the  line,  but  to  avail 
myself  of  the  information  thus  acquired,  and  shall,  in  treating 
of  it,  consider  them  part  and  parcel  of  this  survey. 


5 

FEEIS'CH  BROAD  DIVISIOK 

Therefore,  in  contmdistinction  to  the  line  hereafter  to  be 
considered,  I  shall  denominate  and  present  this  under  the  head 
of  the  French  Broad  Division  : 

Near  the  mouth  of  the  Swananoa  River,  the  located  line 
begins,  and  running  in  a  northerly  direction,  continues  down 
the  east  bank  of  the  river  for  about  two  miles,  when  it  cross- 
es to  tlie  M'est  side,  and  thus  continues  its  course  with  the 
meanderings  of  that  tortuous  and  crooked  river,  crossing  its 
eeveral  tributaries  on  its  way  to  the  Tennessee  line  at  Paint 
Rock.  This  route  had  long  been  familiar  to  me,  as  during 
tlie  winter  of  1853,  I  had  traced  &n  experimental  line  along 
the  rock  bound  sides  of  the  river,  so  that  its  practicability 
was  of  no  doubtful  character;  but  the  line  being  closely  con- 
lined  by  tlie  rapid,  foaming  waters  of  the  river  on  one  side, 
and  the  high  mural  precipices  of  its  ruggid  confines  on  the 
other,  a  nice  location  was  necessary  to  determine  its  cost. 

Except  for  the  first  five  miles  near  Asheville,  and  the  six 
miles  east  of  Paint  Rock,  the  valley  of  the  French  Broad,  or 
Tokestek  river,  is  confined  to  very  narrow  limits,  in  many 
places  having  perpendicular  bluffs  of  rock  on  each  side,  so 
that  the  passage  for  a  road  is  obtained  by  encroaching  on  the 
sides  of  the  river,  rather  than  excavating  the  solid  rock.  To 
avoid,  as  niucii  as  possible,  the  rock  excavations,  an  embank- 
ment line  has  been  traced  wherever  it  could  be  done.  Owing 
to  the  very  acute  angles  in  the  course  of  the  river,  the  curva- 
ture is  rendered  vei-y  abrupt,  and  in  some  places  requires  the 
adoption  of  a  curve  of  .522  feet  radius.  The  grades  are  good, 
and  conform  very  nearly  to  the  natura/1  fall  of  the  river,  and 
except  in  one  place,  no  where  exceed  fifty  feet  to  the  mile. 

The  tabular  statement  of  grades,  curvature  and  mechanical 
structures,  herewith  accompanying  this  report,  will  exhibit 
more  in  detail  the  character  of  the  line. 

There  are  upon  this  division,  1.126.632  yards  of  excavation, 
of  which  89.022  yards  are  estimated  as  solid  rock,  13  bridges 
and  viaducts,  requiring  1125  feet  lineal  of  bridge  superstruc- 
ture. 

There  are  more  than  the  usual  number  of  these  structures 
on  this  Division,  owing  to  the  fact,  tlial:  it  is  a  river  line. 


I 


The  estimated  cost  of  this  line,  as  located,  is  $968,048  84 
(nine  hundred  and  sixty-eight  thousand  and.  forty-eight  dol- 
lars eighty-four  cents,)  and  the  distance  fi-om  the  Swananoa  to 
Paint  Rock,  44.9  miles,  thus  affording  a  cheap  line  to  that 
point. 

FEENCH  BROAD  DIVISIOIS^. 

Fsthnate  of  Cost  from   Mouth  of  SvKinnanoa  River  to  Teiv- 
nessee  line  at  Paint  Hock.     Length,  44.9  miles. 


For  Graduation  and  Masonry, 
Ten  per  cent,  for  contingencies. 
Engineering  and  general  superintendence, 
Iron,  Chairs,  Spikes,  Cross-ties,  | 

Laying  superstructure  and  land  damages,    f 
Wells,  Wood,  and  water  stations,  Repair  shops,  } 
Ware  houses  and  Equipment.  f 


$369,317  13 
36.931  71 

45.000  00 

396.800  00 
120.000'  00 


Total  Cost, !  $968,048  84 

From  the  North  Carolina  line  to  Morristown,  on  the  East 
Tennessee  and  Yirginia  Rail  Road,,  the  line  has  been  located, 
and  is  now  under  construction. 

This  route  leads  directly  to  the  Warm  Springs,  37  miles 
fi'om  Asheville,  the  county  town  of  Buncombe.  In  regard  to 
this  beautifully  located  and  handsomely  improved  town,  sev- 
eral lines  were  traced,  with  reference  to  passing  through  it, 
yet,  while  the  distance  was  shortened,  the  cost  was  very  ma- 
terially increased;  we,  therefore,  leave  the  huai  location  of 
this  line  for  future  consideration. 

For  the  contemplated  surveys,  the  point  of  the  French 
Broad  Vallley,  near  Asheville^  is  conamon  to  both  routes,  and 
the  language  of  the  amendment  requires  us  to  extend  the  line 
across  the  Frencli  Broad  River  through  the  valleys  ©■f  the 
Pigeon  and  Tuckasegee  Rivers,  to  the  Blue  Ridge  Rail  Road 
€>n  the  Tennessee  River,  or  to  the  Tennessee  line,  near  the  Ca- 
woneh  or  Dncktown. 

The  direction  of  the  road  to  the  Blue  Ridge  Railroad  b«- 
ing  so  clearly  defined,  left  us  no  choice,  if  there  had  even 
been  another  route,  (whicfi  there  was  not,)  but  to  select  the 
best  ground  for  a  line  so  designated.  On  this  part  of  the  line 
the  greatest  ditiicnlty  M^as  supposed  to  be  in  descending,  fromk 
the  summit   of  the    Balsam  mountain,  the  slopes  of  Scott's 


creeli  ;  consequent!}^,  several  lines  were  traced,  and  great  care 
observed  in  the  examination. 

From  the  Tennessee  River  to  the  State  line,  near  Cawoneh 
or  Ducktown,  the  natural  conformation  of  the  ground  had  so 
clearlj'  defined  a  line  as  far  as  Murphy,  that  it  required  onl}' 
an  instrumental  examination,  under  the  supervision  of  practi- 
cal and  scientific  men,  to  determine  its  practicability ;  but 
from  Murphy  to  Cawoneh,  more  than  one  line  may  be  had : 
two  were  traced,  but  a  cheaper  line  may  still  be  had  by  run- 
ning into  Georgia  for  a  short  distance  East  of  the  Tennessee 
line,  which  would  enable  us  to  avoid  some  mountain  spurs, 
that  extend  down  to  the  Georgia  line. 

A  corps  under  the  direction  of  S.  W.  Presstman,  as  Prin- 
cipal Assistant  Engineer,  was  assiduously  and  diligently  en- 
gaged during  the  winter  and^  early  part  of  the  spring,  not- 
withstanding the  inclemency  of  the  weather,  in  making  the 
necessary  preliminary  survej's,  which  were  completed  about 
the  10th  of  April,  1860.  A  reconnoisance  of  the  route  and 
an  inspection  of  the  maps  and  profiles,  at  once  satisfied  me  of 
its  practicability. 

To  facilitate  the  progress  of  the  location,  so  as  to  have  it 
ready  for  your  consideration  at  this  time,  I  put  an  additional 
corps  in  the  field,  one  party  beginning  at  the  Eastern,  and 
the  other  at  the  Western  end  of  tlie  line,  with  instructions  to 
locate  towards  the  centre.  The  location  has  been  completed, 
and  I  now  present  you  with  a  brief  statement  of  the  result. 

For  convenient  reference,  I  shall  consider  this  whole  line 
with  the  estimates  thereof,  under  the  head  of  the  first  and 
second  Sections,  to  wit:  the  J^irst  extending  from  tlie  French 
Pioad  River  to  tlie  Blue  Ridge  Railroad  on  the  Tennessee 
River,  72.55  miles  ;  and  the  /Second  Section  extending  from 
the  last  named  point  to  the  Tennessee  State  line,  near  Ca- 
woneh or  Ducktown,  62.87  miles. 

The  Location  I  shall  describe  under  the  heads  of  the 
first  and  second  divisions,  as  follows: 

THE  FIRST  SECTION, 

Beginning  on  the  East  bank  of  the  French  Broad,  we  cross 
that  river,  400  feet  in  width,  below  and  near  the  mouth  of 
the  Swannanoa,  and  following  the  M-est  bank  of  the  French 


8 

Broad  for  a  mile,  the  line  passes  into  tlie  valley  of  Iloniminj 
Creek,  crossing  the  dividing  ridge  by  a  cut,  fifty  feet  deep  ; 
it  then  follows  the  valley  of  Homminy  Creek,  one  and  a  half 
miles,  to  the  mouth  of  Ragsdale's  creek,  the  course  of  which 
it  pursues  to  Chandler's  ridge,  on  the  State  Road,  five  miles 
from  the  French  Broad,  and  there  passes  through  a  low  gap, 
to  the  valley  of  Homminy,  cutting  off  the  bend  of  that  creek. 

The  low  gaps,  the  course  of  the  French  Broad,  and  the  val- 
ley of  Bagsdale's  creek  are  neai'ly  in  a  straight  line  from 
the  crossing  of  the  French  Broad,  to  a  point  one  mile  west  of 
Chandler's  summit.  From  this  point,  the  line  follows  the 
valley  of  Homminy  Creek,  seven  miles,  then  passing  along 
the  side  Iiills  of  tlie  valley  for  five  miles,  a  gap  in  the  New- 
found mountains  is  reached,  2668  fe€t  above  tide,  and  ]iasses 
by  a  tunnel  300  feet  long,  to  the  valley  of  Pigeon  Rivei-,  sev- 
enteen miles  from  the  French  Broad.  Crossing  the  river, 
(which,  at  this  point,  is  200  feet  wide,  and  runs  parallel  to 
the  mountain,  the  surface  of  the  water  being  oidj'  100  feet 
below  the  summit  of  the  gap,  but  600  feet  above  tlie  French 
Broad,)  the  line  leaves  the  valley  of  Pigeon,  and  follows  a 
line  of  low  gaps,  to  the  valley  of  Bichland  Creek,  (which  is 
broad  and  straight,)  and  passes  up  this  valley  to  Waynesville, 
the  county  town  of  Haywood,  making  the  distance  from  the 
French  Broad  27  miles. 

At  the  head  of  Bichland  Creek,  7  miles  from  Waynesville, 
the  line  crosses  the  Balsam  Mountains,  to  the  head  of  Scott's 
creek,  by  a  Tunnel  1750  feet  long,  the  Western  portal  being 
the  Western  terminus  of  the  first  division,  and  34.87  miles 
from  the  French  Broad  River. 

There  are  upon  tins  division,  1,612,778  yards  of  excavation, 
'•of  which  317,705  yards  are  estimated  as  solid  rock;  2,555  feet 
lineal  of  bridge  superstructure,  for  31  Bridges,  as  well  as  two 
Tuimels,  whose  aggregate  length  is  2050  feet. 

On  this  division,  the  alignment  is  very  direct,  yet,  whilst 
we  have  an  average  grade  of  only  53.8  feet  per  mile,  there  is 
upon  it  a  maximum  grade  of  106  feet  per  mile,  but  coinci- 
ding with  the  natural  surface  of  the  valley  of  Richland  creek, 
in  its  approach  to  the  Balsam  Mountains,  whose  summit,  at 
the  gap  we  cross,  is  3,411  feet  above  tide,  and  1435  feet  above 
the  French  Broad  River. 


9 

Tlie  summit  grade  at  this  point,  is  tlie  o;rcatest  elevarion 
attained  by  any  Railroad  in  the  United  States. 

The  estimated  cost  of  this  Division  for  Graduation,  Masonry, 
Bridges,  Iron  and  Superstructure  complete,  is  $1,204:,93(>  00, 
(one  million  two  hundred  and  four  thousawd  nine  liundred 
and  thirty-six  dollars.) 

SECOND    DIVISIOX. 

The  Second  Division  of  the  First  Section-,  extending  from 
the  Western  portal  of  the  Balsam  Tunnel  to  the  Blue  Ridge 
Railroad,  follows  the  side  hills  of  the  valley  of  Scott's  creek, 
for  li  miles,  to  tlie  Tuckasegee  Rivei',  crossing  in  its  course. 
Balsam  creek,  Xorth  Fork  of  Scott's  creek,  Buff  creek,  and 
Allen's  mill  creek;  and  passing  within  3|-  miles  of  Webster, 
the  county  town  of  Jackson.  On  this  part  of  the  lino,  the 
niost  formidable  diiticulties  were  expected  ;  but  if  we  excejit 
the  crossing  of  the  ISTortli  Fork  of  Scott's  creek,  which  is  pass- 
ed on  a  bridge  520  feet  long,  (the  piers  being  120  feet  high,) 
tiie  line  is  very  good,  and  its  passage  remarkable. 

From  the  mouth  of  Scott's  creek,  the  line  f(')llows  tlic  east 
bank  of  the  Tuckasegee  River,  one  mile;  then  crossing,  the 
river,  it  passes  b}'  a  tunnel  8.50  feet  long  through  a  shai'p 
spur  of  the  Cowee  mountains,  and  i-e-crosses  the  Tuckasegee  to 
the  east  bank,  along  which  it  continues,  15i  miles,  (passing 
within  two  miles  of  Quallatown,  the  Clierokeo  settlement,  and 
crossing  in  its  course,  the  Oconee  Lufteh  and  Deep  Creek,) 
then  crossing  the  Tuckasegee,  ascends  the  dividing  ridge  be- 
tween that  river  and  the  Tennessee  river,  passing  by  a  cut  of 
forty  feet  to  the  valley  of  Alarka,  along  which  it  passes,  cross- 
ing and  re-crossing  its  meanderings,  to  its  moutli  on  the  Ten- 
nessee River,  2.25  miles  below  the  mouth  of  iSTantihala  River.; 
and  here  connecting  with  the  line  of  the  Blue  Ridge  Rail- 
road, in  Mac(m  county,  the  Second  Division  of  the  First  Sec- 
tion ends,  a  distance  of  37. GS  miles;  having  1,912,203  yards 
of  excavation,  of  which  481,4:17  yards  are  estimated  as  solid 
rock;  21  bridges,  requiring  2640  feet  lineal  of  bridge  super- 
structure; and  six  tunnels,  having  an  aggregate  length  of  1945 
feet. 

The  estimated  cost  of  this  Divsion  of  the  Fii'st  Section,  com- 
plete, is  (.^1,477,360  00)  ono  million  four  hundred  and  seven- 


10 

t3--seven  tBonsand  tliree  hundred  and  sixty-six  dollars,  raak-- 
ing  the  length  of  the  First  Section   to  tlie  Blue  Ridge  Rail- 
road,  on   the   Tennessee  River,    72.55    miles;  and    its  cost, 
$2,682,302  00,  (two  million  six  hundred  and  eighty-two  thou- 
sand three  hundred  and  two  dollars). 

LHE  SECOND  SECTION 
Extends  from  the  right  bank  of  the  Tennessee  River,  at  tlie- 
raouth.of  Alarka  creek  to  the  Tennessee  State  line,  a  distance 
of  62'.88  miles,  and  is  also  divided  into  two  divisions  ;  the  first 
commencing  at  the  Tennessee  river,  and  terminating  at  Mur- 
phy, Cherokee  count}'^ ;  the  second  beginning  at  the  last  nam- 
ed  place  and  ending  at  the  State  line. 

Starting  at  the  mouth  of  Alarka  creek,  the  line  crosses  th-e 
Tennessee,  and  connects  on  the  left  bank  of  the  river  with 
the  located  line  of  the  ]>lne  Ridge  Railroad. 

For  a  distance  of  2-|-  miles,  to  the  junction  of  the  Nantihala 
river  with  the  Tennessee,  both  lines  pass  over  the  same  ground, 
and  the  location  must  be  a  subject  of  adjustment  between  the 
respective  companies. 

FIRST  DIVISION. . 

Leaving  the  Tennessee  river  at  the  mouth  of  the  JSTantihalfti 
the  location  follows  tlie  course  of  the  latter  river  for  9  miles, 
with  light  gi-ades  and  moderate  work,  to  a  point  from  which 
it  becomes  necessary  to  use  high  grades  to  reach  the  Red 
Marble  Gap,  the  lowest  depression  in  the  mountain  which 
divides  the  watei-s  of  the  Nantihalaaud  Yalley  Rivers.  This 
j)ortion  embraces  the  heaviest  work  on  the  Seqond  Section, 
including  fo-ur  sliort  tunnels  of  92,  181,  182,  and  130  feet,  re- 
spectively, in  length,  through  spurs  of  the  mountains;  and  one 
of  1224  feet  at  the  Red  Marble  Gap,  by  which  the  line  is 
bronglit  to  the  head  of  Valley  River.  Two  viaducts,  v«th 
iron  superstructui-e,  wilh  be  necessary  in  passing  deep  ravin^esi. 

From  the  Red  Marble  Gap  the  line  follows  the  course  of 
Yalley  River  for  two  miles,  where,  on  account  of  the  rapid 
and  irregular  fall  of  the  stream,  and  its  tortuous  course,  it  be- 
comes necessary  to  leave  the  river,  and  sustain  the  grade  b}' 
passing  through  a  series  of  gaps  in  spurs  of  the  mountain  run- 
ning south  of  the  river  and  parallel  to  it.  Seven  and  three- 
quai'ter  miles  from  the  source  of  the  river  the  line  reaches  the 


11 

river  bottom,  where,  to  a  point  eight  miles  from  Murphy,  tlie 
location  follows  the  valley,  with  easy  grades  and  alignment 
and  very  moderate  work.  The  last  eight  miles  of  this  is 
located  through  a  range  of  very  low  gaps,  affording  a  shorter 
and  more  direct  route  to  Mnrphy  than  conld  be  obtained  by 
following  the  river.  Here  terminates  the  First  Division  of 
the  Second  Section,  which  is  41.02  miles  long  ;  having  2,073,- 
251  yards  of  excavation,  of  which  539,677  yards  is  estimated 
as  solid  rock  ;  19  bridges,  rec|:niring  3569  feet  of  bridge  super- 
strncture  ;  5  tnnnels,  whose  aggregate  length  is  1808  feet. 

The  first  division  is  estimated  to  cost  $1,542,442,  (one  mill- 
ion live  hundred  and  forty-two  thousand  four  hundred  and 
forty-two  dollars.)  The  alignment  is  good,  having  62.5  per  ct. 
tangent,  against  37.5  per  cent,  of  curved  line.  The  grades  are 
easy,  except  in  crossing  the  mountain  at  Red  Marble  Gap, 
where  we  use,  both  ascending  and  descending,  a  grade  of  lir> 
feet  per  mile,  for  a  short  distance  ;  alt-hough  the  average  grade 
on  this  division  is  only  53.8  feet  per  mile. 

SECOND   DIVISION. 

The  location  of  the  Second  Division  of  the  Second  Sectimi, 
and  last  of  the  series,,  extends  from  Murphy  to  the  Tennessee 
State  line,  and  is  not  so  well  defined  ;  the  line  crossing  the 
course  of  several  sti'eams  emptying  into  the  Hiwassee  and 
jN'otteleh  Eivers,  and  their  intervening  ridges.  Two  routes 
have  been  surveyed,  one  leaving  Yalley  river  at  Murphy,  and 
passing  down  the  Hiwassee  to  the  mouth  of  Shields'  creek,  a 
distance  of  tweive  miles,  and  crossing  the  Hiwassee  at  tliat 
point  ;  thence  ascending  Shields'  creek,  and  crossing  several 
ridges,  reaches  the  State  line  at  Majunkin's  creek,  six  miles 
north  of  Cawoneh  or  Ducktown,  and  twenty  and  a  quarter 
from  Murphy. 

From  the  State  line  to  the  Ocoee  river,  down  Brush  creek^ 
there  is  a  practicable  line  by  which  a  western  connection  may 
be  made.  The  other,  or  southern  route  surveyed,  crosses  Val- 
ley and  Hiwassee  rivers  at  Murphy,  and  passing  along  what 
is  known  as  the  Marble  lead,  crosses  three  ridges  thi-ough  low 
gaps,  and  reaches  Notteleh  river  by  a  very  direct  line,  follow- 
ing that  stream  for  two  miles,  to  the  mouth  of  Dickens'  creek, 
and  ascending  the  creek  for  two  and  a  half  miles,  to  its  iiead, 


12 

llie  liive  crosses  several  low  ridges,  and  I'caches  the  Persim- 
mon mountain,  through  which  a  tunnel  of  174  feet  brings  tlie 
line  to  Persimmon  creek  ;  ascending  Persimmon  creek  two 
and  a  half  miles  to  its  head,  and  crossing  the  ridges  tliat  di- 
vide Persimmon,  Hot-house  and  Wolf  creeks,  brings  the  lo- 
cation to  the  State  line,  three  miles  south-east  of  Oawoneh,  and 
twent_y-one  and  nine  tenths  miles  from  Murphy.,  This  route, 
though  less  favorable  as  regards  grades  than  the  Northern 
route,  possesses  the  advantage  of  being  more  favorably  situa- 
ted as  regards  connections  with  lines  to  Georgia  ;  and  its  ex- 
tension to  Cleveland,  Tennessee,  must  pass  through  the  heart 
of  the  copper  mining  region  of  Ducktown. 

Uipon  this  Division  tliere  are  1,205,693  yaixls  of  excavation, 
of  which  1-10.185  yards  have  been  estimated  as  solid  rock. — 
Two  Bi-idges,  requii'ing4S0  feet  bridge  superstructure;  and  one 
tunnel  17-i  feet  in  length. 

The  alignment  is  good,  but  the  grades  are  more  abrupt  than 
on  the  pi-eceding  Divisions,  owing  to  the  fact  that  we  are  re- 
stricted from  occupying  the  best  ground-in  that  direction  by 
the  intervening  boundary  of  the  State  of  Georgia, 

The  estimated  cost  of  this  Division,  as  located,  is  $61:8.282, 
six  hundred  and  fort_y-eight  thousand  two  hundred  and  eighty- 
two  dollars. 

It  rna^'  be  well  to  remark,  in  relation  to  the  character -of  the 
country  through  which  the  line  passes,  tliat  it  is  one  of  'Con- 
siderable agricultural  and  very  great  mineral  resources.  The 
valley  of  the  Nantihala  is  a  narrow  one,  but  the  lands  are  ex- 
ceedingly fertile,  and  much  of  the  mountain  land  is  suscepti- 
ble of  cultivation.  Upon  its  tributary  streams  are  bodies  of 
rich  land,  liigh  natural  meadows,  which  are  very  productive, 
as  there  are  also  upon  the  streams  emptying  into  the  Tennes- 
see River,  which  only  require  facilities  of  access  to  support  a 
large  population.  The  valley  of  Yalley  or  Koneheteh  river, 
from  a  point  six  miles  from  its  source,  is  a  wide  one  and  very 
productive  ;  in  many  places,  a  mile  or  a  mile  and  a  half  in 
width  before  reaching  the  hill  slopes,  and  only  requires  good 
cultivation  to  supply  a  large  surplus  of  production.  The  same 
may  be  said  of  the  Tliwasse  valley. 

The  mineral  resources  are  very  gaeat.     On  the  Nantihala 


13 


River  are  fonnd  four  beautiful  varieties  of  Marble  ;  and  Gran- 
ite and  Limestone  in  abundance.  On  A^allej'  River  Iron, 
Gold,  Silver,  Soapstone  and  large  deposites  of  Sienna  ;  but  in 
Jackson  county  there  are  found  three  distinct  veins  of  copper, 
a  short  distance  from  our  line.  Near  the  end  of  the  First  Di- 
vision of  the  First  Section,  as  will  appear  by  the  accompany- 
ing map,  they  have  been  but  partially  developed  ;  but  enougli 
is  known  to  satisfy  those  skilled  in  its  discovery,  that  it  is 
there  in  abundance,  and  of  good  and  rich  qualit3\ 

From  the  preceding  statement  and  description  of  this  loca- 
ted road,  it  will  be  seen  that  the  distance  from  the  French 
Broad  River  to  the  Tennessee  State  line,  is  135.47  miles,  ten 
miles  shorter  than  the  State  road,  and  is  estimated  to  cost 
$4,873,027,  (four  million  eight  hundred  and  seventy-three 
thousand  and  twenty-seven  dollars,)  as  shown  by  the  follow- 
ing tabular  statement  of  the  respective  divisions,  to  wit: 

FIRST  DIVISION  OF  FIRST  SECTION. 
FrODi  French  Broad  Rivet  to  the  Western  Portal  of  Balsam 
Tunnel^  in  Jackson  County.    Length  34.87  miles. 

For  Graduation,  Masonry  and  Bridge  Super-ij 

structure,                         "                                    |'$  809,978  18 

10  per  cent,  on  tlie  above  for  contingencies,  '   \  80,997  82 

Engineering  and  General  Superintendence,  35,000  00 

Iron,  chairs,  spikes,  cross-ties,  and  laying  su- 1  278,960  00 

perstructure. 


Total  cost, 


$1,204,936  00 


SECOND  DIVISION  OF  FIRST  SECTION. 
From  the  Western  2Jortal  of  Balsam  Tunnel^  to  the  Tennessee 
River  in  Macon  county.    Length  37.68. 


For  Graduation,  Masonry  and  Bridge  super-M 

structure, 
10  per  cent,  on  the  above  for  contingencies,      ( 
Engineering  and  General  Superintendence,       i 
Iron,  chairs,  spikes,  cross-ties  and  laying  su-j 

perstructure. 

$1,034,769  83 

103,476  98 

37,680  00 

301,440'  00 

Total  cost, 

$1,477,366  81 

14 


FIEST  DIVISION  OF  SECOND  SECTION. 

From   Tennessee   Miver   to   Murphy,   in    Cherohee    County^ 
Length  41.02  miles. 


'For  Graduation,  Masonry,  and  Bridge  Super- 
structure, 
10  per  cent,  on  the  above  for  contingencies, 
Engineering  and  General  Superintendence, 
Iron,  chairs,  spikes,  cross-ties  and  laying  su- 
perstructure, 

%  1,066,602  00 

106,660  20 

41,020  00 

328,160  00 

Total  cost, 

$1,542,442  20 

SECOND  DIVISION  OF  SECOND  SECTION. 
From  MurphAj  to  Tennessee  Line^  near  Gawmieh,  or  Ducktown. 
Length.,  21.9  miles.   , 


For  Graduation,  Masonry  and  Bridge  Super- 
structure, 
10  per  cent,  on  the  above  for  contingencies, 
Engineering  and  General  Superintendence, 
Iron,  chairs,  spikes,  cross-ties,  and  laying  su- 
perstructure. 

Total  cost. 


410,166  20 
41,016  62 
21,900  00 

175,200  00 


$648,282  82 


ESTIMA'TE 

Of  the  cost  of  a  limited  equipment  for  the  Western  North 
Carolina  Bailroad,  from  Asheville  to  the  Tennessee  Line^ 
near  Cawoneh,  or  Ducktown^  135-|-  mile^. 


Repair  shops  and  ware-houses  at  termini'. 


10  Locomotives      at 

8  Passenger  cars,  at 

4  Baggage  cars,   at 

370  Freight  cars,    at 

40  Gravel  cars,       at 


p^,500, 

2,500, 

1,600, 

650, 

500, 


Ware- Houses,  Wood  ahd  Water  Stations, 


Total  cost; 


100,000  00 

95,000  00 

20,000  00 

6,400  00 

175,500  00 
20,000  00 
40,500  00 

$457j400  00 


15 

SUMMARY 

^^f  the  cost  of  the  Western  North  Carolina  Hail'i^ad,  from, 
AsheviUe,  or  mouth  of  Swananoa  River,  to  the  Tennessee 
State  Line, 'near  Cawoneh  or  Ducktown.  Dista^ice  135.47 
miles. 


1 

Length 

in  miles. 

iJost. 

1st.  Division  of  1st.  Section, 

1st.        "         "  2d.        " 

2d.         "        "     "        " 

34.87 
37.68 
41.92 
21.90 

%  1,204,936  00 
1,477,366  81 
1,542,442  20 

648,282  82 

Total. 

135.47 

$4,873,027  83 

Cost  pel- mile,  $35;^71  27. 
Total  cost  of  Gradnation  and  Construction,  for 

135i  miles,  $4,873,027  S3 

•Cost  of  equipment,  457,400  00 


Total  €ost, 


$5,330,427  83 


Thus  it  is  shown  that  135^  miles  of  road  cost  $4,873,027  00; 
but  by  reference  to  the  maps  of  survey  herewith  accompany- 
ing this  report,  it  will  be  seen  that  the  line  from  Asheville  to 
Cawoneh  or  Ducktown  is  very  direct;  and  that  by  running 
down  the  Tuckaseg^e  to  its  junction  with  the  Tennessee,  we 
could  have  increased  the  distance  without  perhaps  materially 
increasing  the  cost;  so  that  whilst  the  line  as  located,  cost 
$35,971  per  mile,  it  might  have  been  so  located  as  to  cost  on- 
ly $33,600  per  mile,  and  then  not  make  the  distance  greater 
than  by  the  State  road. 

It  may  not  be  improper  here  to  remark  that  the  very  libe- 
ral allowan-ce  for  rock  throughout  the  whole  line  has  very  ma- 
terially increased  the  estimate  over  what  we  have  good  rea- 
son to  believe  it  will  turn  out  upon  construction ;  but  believ- 
ing it  always  better  to  present  the  dark  as  well  as  the  bright 
side  of  the  subject,  the  estimate  provides  for  the  worst  possi- 
ble contingencies,  not  only  in  regard  to  quality  of  material, 
but  the  quantities  and  their  prices.  The  cost  of  this  line  of 
135-^  miles  of  road  being  $35,971  per  mile,  may  be  alarming 
to  some ;  yet,  let  us  compare  its  cost  with  that  of  other  roads 


16 

in  oiir  sister  States,,  vvliich  have  either  been  bnilt,  or  are  no\r 
being  bnilt. 

Tlie  Virginia  and  Kentnckj-  Railroad^  of  131-i-  miles  is  esti- 
moted  to  cost  $38,000  per  mile.  The  Bine  Eidge  Railroad  of 
195  miles,  $39.613' per  mile;  whilst  the  Covington  and  Ohio 
Railroad,  221  milfes,  now  nnder  construction,  will  cost  $1:7.- 
000' per  mile.  If  the  construction  of  these  roads  will  justify 
this  expenditure,  will  not  a  great  national  line  of  travel,  and 
the  developement  of  such  a  country,  warrant  the  construction 
of  this  Road  at  the  estimated  cost  ?': 

The  portion  of  the  State  situated  West  of  the  Blue  Ridge, 
is  larger  than  some  of  the  States  of  this  Union  ;  it  is  properly 
the  New  England  of  the  South — a  soil  moi-e  fertile,  produc- 
tions of  the  soil  tli-e  same,  mineral  productions  far  superior; 
water  power  for  manufacturing  purposes  equal,  if  not  superi- 
or ;  a  climate  moi-e  salubrious,  because  free  from  the  evil  ef- 
fects of  extremes  of  heat  and  cold. 

Shall  a  country  with  sucli  remarkable  characteristics  re- 
main in  a  state  of  nature,  and  go  undeveloped  for  want  of  a 
railroad  ? 

At  the  western  terminus  of  this  line  is  situated  the  mining 
district  of  Ducktown,  at  present  cut  ofl'  from  railway  facili- 
ties but  containing  a  population  of  over  four  thousand  inhab- 
itants. The  yield  from  these  mines  in  one  year,  was  29.000 
tons  of  copper  ore,  worth  in  the  New  York  market  $1,218,000. 

The  cost  of  transportation  of  these  vast  quantities,  together 
with  the  supplies  rendered  necessary  for  their  production,  is 
an  item  of  no  small  magnitude.  An  intelligent  captain  of 
one  of  the  mines  gave  me  satisfactory  reasons  ■why  this  pro- 
duct would  be  most  likely  to  pass  over  our  road  ;  but  should 
the  mines  of  Jackson  county  yield  as  abundantly  as  is  expec- 
ted their  developement  will  prove,  these  vast  quantities  will 
certainly  seek  a  market  over  this  road.  Then,  besides  the  en- 
hanced value  of  property  in  this  pent  up  region  of  our  State, 
the  advantages  in  distance  and  location  over  competing  routes, 
will  ensure  to  this  road  a  full  share  of  the  travel  from  the 
West,  whilst  it  gives  ns  the  whole  South-western  travel,  which 
with  the  transportation  of  the  mails,  promises  fairly  to  bring 
a  revenue  not  only  to  the  stockholders,  but  the  State. 


17 

GRADES. 

Au  inspection  of  the  profile  of  onr  location  discloses  tlie 
fact,  that  we  have  adopted  as  a  maximum  grade  for  crossing 
the  mountains,  116  feet  per  mile  ;  and  lest  some  of  the  unin- 
formed upon  this  subject,  may  question  its  propriety,  I  will 
state  that,  without  going  into  a  studied  disquisition  on  the 
subject,  experience,  that  grand  regulator  of  the  improvements 
of  the  age,  justifie-s  its  adoption.  The  evidence  of  this  is  found 
in  the  working  of  some  of  the  great  lines  of  railways  connect- 
ing the  Atlantic  cities,  with  the  fruitful  valleys  of  the  West. 
The  Baltimore  and  Ohio  Railroad  has  this  grade  for  twenty 
consecutive  miles,  over  which  they  successfully  travel,  witli 
both  freight  and  passenger  trains. 

In  Europe,  manj'  of  the  roads  have  still  h-eavier  grades,, 
ranging  from  117  to  142  feet  per  mile,  as  found  on  the  Bir- 
mingham and  Gloucester  Railway.  On  the  East  Lancashire 
Rail  Road,  the  grade  is  120.9  feet  per  mile,  yet,  upon  it  a  pas- 
senger train  runs  at  nearly  twenty  miles  per  hour.  I,  there- 
fore, feel  very  confident  that  in  the  adoption  of  this  grade, 
with  the  impi'ovements  that  have  been  made,  and  are  still 
being  made,  in  the  Locomotive  and  other  rolling  stock,  that 
it  is  the  best  economy. 

It  may  be  well  here  to  state,  that  although  the  road  is  only 
located  to  the  Tennessee  line,  near  Cawoneh,  it  is  yet  45  miles 
from  Railroad  connection,  but  I  am  able  to  inform  you  of  the 
gratifj'ing  fact,  that  for  the  link  still  remaining  to  connect  us 
with  the  Geoi'gia  and  Tennessee  Rail  Road  at  Oleaveland, 
Tennessee,  a  charter  has  been  obtained,  a  company  formed 
to  build  the  road,  and  under  the  authority  ofT.  H.  Calloway, 
Esq.,  as  President  of  the  Company,  I  now  have  a  corps  of 
Engineers  engaged  in  the  field,  making  the  necessary  surveys 
for  its  construction.  This  done,  we  have  a  direct  and  contin- 
uous road  of  1036  miles  to  Little  Rock,  Arkansas,  from  Ports- 
mouth, Virginia.  So  much  for  our  Western  connections,  but 
this  is  only  the  beginning  of  the  end  ;  observe  the  map,  and 
YOU  will  see  this  is  onlj^  the  commencement  of  this  great  na- 
tional highway,  which  is  2499  miles  in  length,  and  presents 
nearly  an  air  line  from  Portsmouth,  on  the  Atlantic,  to  San 
Diego,  on  the  Pacific.  Then,  is  it  more  improbable  that  this 
whole  line  should  be  completed  through  to  San  Diego,  du- 


18 

ring  the  present  generation,  than  that  within  the  last  24years^ 
the  TS9  miles  ah-eady  built,  and  now  in  operation,  should 
have  been  built,  for,  gentlemen,  let  me  tell  you,  I  witnessed 
in  1828,  now  32  years  ago,  the  laying  of  the  corner  stone  of 
the  great  Baltimore  and  Ohio  Rail  Road  a  There  were  then-, 
not  more  than  three  miles  of  Railroad  in  the  United  States, 
but  now  that  road  of  379  miles  has  been  completed,  and  there 
are  now  in  the  Union  about  30,000  miles  of  Railroad  built 
•and  in  operation. 

But,  again,  we  shall  also  be  in  direct  communication  with 
Mobile,  Pensacola,  Kew  Orleans,  and  the  intervening  cities, 
by  the  construction  of  the  road  now  projected  from  Ducktown 
to  Dalton,  connecting  by  the  Dalton  and  Jacksonville  Rail- 
road, now  in  progress,  and  I  am  authorized  to  say,  that  con- 
nection will  be  made. 

On  inspection  of  the  map,  carefully  compiled  from  actual 
surveys,  and  the  best  railroad  information  to  be  had,  Avhich 
affords  me  great  pleasure  to  i^resent,  exhibits  the  fact,  that  we 
have  the  shortest  and  most  direct  route,  in  the  line  of  travel 
from  the  South-west,  as  will  more  fully  appear  from  the  ac 
companying  tables  of  distance. 


TABLE  OF  DISTANCES 

From  Memphis,  Tenn.,  to  Norfolk^  Va.,  via    Western  North 
Ca/rolina  Hail  Road  and  connections. 


Interm'te 

Total  M's 

From  Memphis  to 

Chattanooga,  Tennessee, 

309 

309 

Cleaveland,          " 

28 

337 

State  Line, 

42 

379 

Asheville,  North  Carolina, 

135 

514 

Salisbury,               " 

138 

652 

Strayhorn's,  IST.  C,  via  He 
Weldon,  via  Ridgway,  N. 

nderson. 

97 

749 

C, 

87 

836 

Norfolk,  Virginia, 

80 

916 

19 


TABLE  OF  DISTANCES 

jFrorti  Memplds^  Tennessee,  to  ISforfdJi',  Virginia,  via  Morris- 
town  and  AshevUle,  French  Broad  Rail  Road  and  connec- 
tions. 


Interm'te 

Total  M's 

From  Memphis  to 

Cleaveland,  Tennessee, 

337 

387 

Knoxville,           '* 

83 

420 

Morristown,        '' 

41 

461 

Aslieville,  N.  C, 

.90 

551 

Norfolk,  Virginia, 

402 

953 

TABLE  OF  13ISTANCES 
From  Jlemjj/iis,  Tennessee,  to  Norfolk,  Virginia,  via  Virgin- 
ia and  Tennessee  Rail  Road  and  connections. 


Intertn'te 

Total  M's 

From  Mempliis  to                                                : 

\ 

Cleaveland  Tennessee, 

337 

337 

Knoxville,           "                                                 1 

'       83 

420 

Bristol,                 " 

130 

550 

Lynchburg,  Virginia, 

204 

780 

Petersburg,         " 

123 

877 

Norfolk,               "                                                 1 

80 

957 

TABLE  OF  DISTAl^CES 

From  New  Orleans  to  Norfolk,  via  Wesi/ii"^.  North  Carolina 
Rail  Road  and  connections. 


From  New  Orleans,  to 

Mobile  139  139 

Selma  to  150  289 

Pensacola,  150 

Jacksonville  144  433 

Dalton,                                    -                    •      88  521 

State  line  near  Ducktown,  33  554 

Norfolk,  537  1091 

I  trust  I  shall  not  be  considered  as  being  too  extravagant 
in  language,  when  I  say  that  such  a,  line  of  Eail  Road  as  this 
survey,  has  disclosed,  is  perhaps  amongst  the  remarkable 
things  of  the  age,  for  towering  amongst  the  mountain  ranges 
through  which  this  line  passes,  are  some  of  the  highest  peaks 
'€ast  of  the  Rocky  Mountains-.    Nature  has  done  mucli  towards 


Interm'te 


Total  M's 


20 

marking  out  this  great  highway,  for  although  we  pass  four 
distinct  ranges  of  moinitains,  to  wit,  the  ISTew  Found,  Balsam, 
Cowee  and  the  Nantihala,  and  have  fourteen  tunnels,  in  all, 
we  require  only  5,977  feet  of  subterraneous  road. 

This  land-locked  region,  now  far  remote  from  the  shrill 
whistle  of  the  locomotive,  is  not  only  beautifully  diversified 
with  hill  tops  and  mountain  glens,  but  its  valleys,  its  hill  sides 
and  mountain  tops,  are  rich  and  productive,  whilst  the  thou- 
sand streams  gurgling  from  the  mountain  sides,  in  their  uni- 
ted volume  roll  rapidly  down,  thus  affording  for  themselves 
as  well  as  the  rivers  they  contribute  to  swell,  a  sufficient 
amount  of  water  power  for  immense  manufacturing  purposes. 
Added  to  all  this,  the  salubrity  of  the  climate  and  general 
healthfulness  of  the  whole  countrj^,  would,  \v1ien  facilities  of 
access  are  opened  up,  render  these  mountain  fastnesses,  glens 
and  hill  tops  most  desirable  summer  retreats  from  the  malaria 
and  scortching  sun  of  tlie  low  country. 

Between  the  road  to  Cawoneh  and  that  to  Paint  Kock, 
the  difference  in  cost  is  greatly  in  favor  of  the  Paint 
Rock  line ;  for  the  distance  to  the  Tennessee  line  at  Paint 
Rock,  is  only  one-third  of  that  from  Asiieville  to  Cawoneh. 
The  Cawoneh  line,  however,  passes  90  miles  further  thiough 
North  Carolina  territory,  and  developes  more  of  its  resources; 
yet,  whilst  it  would  cost  less  to  the  State  or  the  Company,  to 
build  the  main  trunk  of  the  road  to  Paint  Rock,  rather  than 
to  Cawoneii,  it  would  not  accomplish  the  purposes  designed 
bv  the  friends  of  this  improvement,  nor  make  the  most  direct 
connection  between  common  points,  and  thereby  fail  to  se- 
cure through  travel,  the  source  of  the  greatest  revenue  to  the 
road.  The  route  by  Paint  Rock  to  Cleaveland,  is  37  miles 
longer  than  by  Cawoneh,  and  the  travel  over  the  present 
route,  would  ndt  probably  leave  it  for  a  longer  road. 

Then  for  the  reason  that  the  Cawoneh  route  developes  a 
large  section  of  the  State,  rich  in  agricultural  and  mineral  re- 
sources, saving  37  miles  over  the  Paint  Rock  line,  and  42 
miles  over  any  other  line  ;  making  nearly  an  air  line  from 
Norfolk  to  Memphis  and  an  important  link  in  a  direct  line  of 
Railroad  fVom  the  Atlantic  to  the  Pacific,  as  well  as  securing 
by  its  Southern  connections  from  Cawoneh,  the  travel  from 
the  cities  of  Mobile,  Pensacola,  New  Orleans  and  the  whole 
South-west,  it  is,  in  my  opinion,  not  only  the  interest  of 
this  Company,  b  ut  of  the  State  to  adopt  the  Cawoneh  line. 


21 

And  now  in  conclusion,  permit  me  to  add  that  to  the  zeal, 
fidelit}',  industry  and  intelligence  of  Mr.  S.  W.  Presstman  and 
R.  II.  Lee,  as  Principal  Assistant  Engineers,  as  well  as  the 
3'onng  gentlemen  associated  witli  them,  in  conducting  these 
survey's,  I  am  greatly  indebted. 

I  have  the  honor  to  be,  gentlemen, 

Yer}^  respectfully  vonr  obed't  serv't, 

JAMES  C.  TUPwNER, 
Chief  Engineer  W.  N.  C.  R.  R. 


TABLE 

Of  -Bridges,  Viaducts  and  Arcli  Culverts  on  the  1st  Division 
of  the  1st  /Section,  from  the  French   Broad  River  to  tlu 
Western  Portal  of  Balsam  Tunnel,  Jackson  County. 


Name  of  Stream. 


Dist.  from 

Asheville.     Character  of  Structure 


Miles. 


f 

a 

at 

cm 

F't. 

No  of  Spans 

and  length 

in  feet. 


French  Broad  River, |  0.00        Wooden  Truss, 

Branch  of  French  Bi-oad  No.  1, 1.65        Arch  Culvert, 

"  "      No.  2 !  2.01 

1st  Crossing  Hominy  Creek, |  2.21        Stone  Viaduct, 

2nd    ,"  "  "  I  2.86        Wooden  Truss, 

1st       "        Ragsdale's  Creek, :  4.13        Arch  Culvert, 

2d        "  "  "  i  4.32       I 

3d        "  "  "  4.60  " 

■3d        "        Hominy  "  [  5.29       [Stone  Viaduct, 

*th       "  "  "  5.93        Trussed  Girder, 

5th       "  "  "  I  6.69        Wooden  Truss, 

6th       "  "  "  I  6.80        Trussed  Girder, 

Pole  Creek,  ;  T.86        Girder, 

7th  Crossing  of  Hominy  Creek, |  7.60        Trussed  Girder, 

8th        "  "  "  7.79 

Branch  of  Hominy  No.  1, 7.98        Arch  Culvert, 

9th  Crossing  of  Hominy  Creek, 8.66       Trussed  Girder, 

10th      "  "  "  8.83  " 

11th      "  "  "  8.94  " 

12th      "  "  "  I  9.04  " 

13th      "  '.'  "  I  9.45      I  " 

14th      "  "  "  !  10.38       '  " 

15th      "  "  -'  j  10.76       ''  " 

16th      "  "  "  j  11.15        Wooden  Truss, 

17th      "  "  "  11.35       [Trussed  Girder, 

ISth      "  "  "  j  11.48 

Branch  of  Hominy  No.  2, 11.69        Arch  Culvert, 

19Th  Crossing  of  Hominy  Creek,. ..  12.26        Trussed  Girder, 

20th      •'  "  "  12.89 

21st       "  •'  "  12.65  " 

22d        "  "  "  12.79 

23d        "  "  "  12.98 

24th      "  "  "  13.09       j  •' 

Mill  Creek,  15.42       [Wooden  Truss, 

Figeon  River,  16  95      |  " 

Patton's  Branch,  I  19.30      I  Arch  Culvert, 

Branch  of  Pigeon,  No.  1,  I  20.86       iGirder, 

"  "         No.  2,  [  2t.25       !     " 

Coon  Creek,  I  24.93       [Stone  Viaduct, 

1st  Crossing  of  Richland  Creek,...  I  25.29       [Trussed  Girder, 

2d        "  "  "  I  25.44      I  " 

Sd        "  "  "  I  28.28        Girder, 

Allen's  Branch,  28.83       [     " 

granch  of^ Eicblaad, I  81.10       lArch  Culvert, 


423 

23 

118 

109 

175 

42 

112 

20 

19 

25 

28 

127 

30 1 

72 

131 

148 

21 

92 

24 

48 

18 

98 

22 

101 

21 

55 

95 

21 

78 

24 

78 

12 

62 

11 

78 

17 

62 

10 

62 

11 

119 

17 

94 

10 

78 

13 

,  2S 

'  76 

"i 

80 

18^ 

,  134 

12l 

87 

17  ( 

86 

181 

78 

131 

405 

84  [ 

268 

22' 

1  58 

29: 

42 

16 

44 

16 

130 

80 

106 

21 

92 

11 

85 

5 

35 

5 

84 

S4 

8  of  180 


of  6 
of  8 
of  50 
of  75 
of  8 
of  8 
of  S 
of  60 


1  of  100 


of  60 

of  20 

of  60 

of  60 

of  6 

of  50 

of  50 

1  of  50 

1  of  50 

1  of  50 

1  of  50 

1  of  75 

1  of  50 

1  of  50 

1  of  50 

1  of  50 


of  6 
of  50 
of  50 
of  50 
of  50 
of  50 
of  50 
2  of  160 
2  of  125 


of  10 
of  10 
of  12 
of  50 
of  50 
of  50 
of  20 
of  20 
of  6 


22 


TABLE 

Of  Bridges,  Yiachicts  and  Arch  Oulverts^  on  the  ^eco7id  Divi- 
sion of  the  First  Section,  from  Western  Pm'tcd  of  Balsam 
Tunnel,  to  Tennessee  River,  Macon  County. 


K 

Dist.  from 

re 
B 

2. 

No.  of  Spans 

Name  of  Stream. 

Asheviile. 

Character  ef  Structure. 

OQ 

tf 

and  length 

!=■ 

ff*- 

in  feet. 

Miles. 

1  F't. 

1^ 

Balsam  Creek, 

35.59 

Avch  Culvert. 

208 

lof     6 

North  Fork, 

39.24 

Wooden  Truss. 

646:1.90 

1  of  200  > 

2  of  160 > 

Buff  Creek, 

40.50 

Arch  Cnlvert, 

i  120 

lof    15 

1st  Crossing  of  Scott's  Creek, 

41.40 

" 

1    43 

lof    10 

Allen's  Mill  Creek, 

40.1T 

Girder, 

!    78 

20 

lof    20 

Branch  of  Scott's  Creek, 

43.2S 

Arch  Culvert, 

28 

1  of      6, 

2iid  Crossing  of  Scott's  Creek, 

45.15 

Wooden  Truss, 

150 

34 

1  of  120 

M         "                 "            " 

46.69 

Trussed  Girder, 

98 

21 

lof    50 

1st        "             Tuckasegee  Uiver, 

4S.26 

Wooden  Truss, 

306 

28 

2  of  120 

2d 

48.64 

do 

j318 

51 

2  of  loa 

Camp  Creek, 

54.40 

Girder, 

f 

12 

lof    10 

Branch  of  Tuckasegee  No.  1 , 

54.83 

Arch  Culvert, 

28 

1  of      0 

No  2, 

56.78 

do 

22 

1  of      s 

Oconee  Lufteh, 

58.51 

Wooden  Truss, 

204 

24 

1  of  150 

Branch  of  Tuckasegee,  N.  3, 

50.20 

Girder, 

!" 

s 

lof    10 

No.  4, 

59.80 

Arch  Culvert, 

37 

1  of    10 

Deep  Creek, 

63,10 

Wooden  Truss, 

1  128 

IS 

1  of  100 

8d  Crossing  of  Tuckasegee, 

63.56 

" 

,  338 

19 

2  ot  150 

Branch  of  Tuckasegee  No.  5, 

65.10 

Girder, 

1    36 

10 

lof    10 

"              Alarka  Creek, 

6T.0O 

" 

11 

5 

lof      6, 

1st  Crossing  of  Alartka  Creek, 

67  71 

Stone  Viaduct, 

1  122 

22 

1  of    50 

2d 

67.88 

do 

1  130 

32 

lof    50 

8d 

69.01 

do 

'  130' 

32 

lof    50 

4th      " 

69.43 

do 

162 

39 

lof    50 

5th      " 

69.55 

do 

170 

4-2 

1  of    .50 

6th      " 

69.78 

Wooden  Truss, 

192 

53 

1  of  100 

Tth      "                   "           " 

69.89 

do 

:  192 

50 

1  of  10ft 

Sth      " 

09.98 

do 

1  167 

45 

1  of  100 

9th      " 

70.44 

do 

208 

.S7 

1  of  loa 

10th     '•                   " 

70.57 

Stone  A'iaduct, 

!  123 

32 

4  of    50 

11th    "                   " 

70.93 

do 

17(1 

46 

1  of    50 

12th     " 

71.10 

AVooden  Truss, 

172 

44 

1  of  100 

13th    "                   " 

71,) 

Trussed  Gifder. 

92 

20 

lof    50 

23 


TABLE 

Of  Bridges^  Yiaducts  and  Arch  Culverts^  on  the  first  Divi- 
sion  of  the  secofid  Section^  from  the  Tennessee  River ^  to 
Miir^hy  in  Cherolcee  County. 


^ 

» 

Dist.  from 

a 

S. 

No.  of  Spans 

Name  of  Stream. 

Asheville. 

Character  of  Structure. 

TO 

■§• 

and  length 

c? 

"■ 

in  feet. 

Miles. 

FO! 

F't. 

lat  Crossing  of  Tennessee  River, 

72.55 

Wooden  Truss, 

400 

28 

3  of  125 

2.d        do                   do             do 

72.91 

do 

454 

24 

1  of  150  > 

2  of  125  f 

-3d        do                   do              do 

73.31 

do 

454 

19 

1  of  150  j 

2  of  125  ) 

Siler's  Branch, 

73.86 

Arch  Culvert, 

34 

lof      6 

1st  Crossing  Nantiliala  River, 

76.90 

Wooden  Truss, 

352 

13 

5  of    60 

2d        do                   do        do 

77.83 

do 

172 

23 

1  of  125 

3d        do                   do        do 

77.96 

do 

157 

15 

1  of  125 

Master  Hollow, 

85.03 

Iron  Truss, 

420 

163 

1  of  165  ) 
2of96>^  ( 

Jarrett's  Creelf, 

85.45 

Wooden  Truss, 

400 

98 

2  of  157 

Nortli  Fork  of  Valley  River, 

89.57 

Arch  Culvert, 

70 

lof      8 

Junaluskee  Creek, 

95.62 

Girder, 

58 

16 

lof    15 

Francis'          " 

96.67 

63 

17 

1  of    15 

iBt  Crossing  of  Valley  River, 

98.69 

Wooden  Truss, 

192 

16 

3  of    50 

Morris'  Creek, 

100.48 

Girder, 

28 

8 

lof    12 

Welch's    " 

101.34 

" 

28 

8 

lof    12 

2d  Crossing  of  Valley  River, 

101.89 

Wooden  Truss, 

190 

19 

1  of  150 

8d        do                     do 

102.23 

do 

163 

19 

1  of  125 

4th       do                      do 

102.42 

do 

234 

20 

2  of  100 

A'engeance  Creek, 

103.44 

Girder, 

76 

20 

lof    15. 

5th  Crossing  of  Valley  River, 

104.50 

Wooden  Truss. 

l175 

23 

1  of  125 

Colbert's  Creek. 

106.58 

Girder, 

51 

14 

lof    15 

TABLE 

Of  Bridges,  Viaducts  and  Arch  Culverts,  on  the  second  Di- 
vision of  the  second  Section,  from  Murphy  to  the  Tennessee 
State  line,  near  Cawoneh  07'  Bucktown. 


Dist. 

t-i 

» 

from 

B 

Name  of  Stream. 

Ashe'e 

Character  of  Struct'e 

B- 

No.  of  Spans- 



and  length 

Miles. 

F't. 

F't. 

in  feet. 

6th  Crossing  of  Valley  River, 

111.94 

Stone  Viaduct 

199 

36 

2  of    60 

Hiwassee  River, 

112.15 

Wooden  Truss, 

89.S 

48 

2  of  150 

Roland's  Mill  Creek, 

114  94 

Arch  Culvert, 

91 

lof    10 

Noiteleh  River, 

119.48 

Wooden  Truss, 

194 

22 

1  of  150 

Branch  of  Notteleh, 

126.28 

Arch  Culvert, 

118 

1  of      8 

Persimmon  Creek, 

125.65 

do 

36 

1  of    15 

Jst  Crossing  of  Wolf  Creek, 

129.48 

do 

99 

1  of    15 

2d       do              do      do 

133.87 

do 

136 

lof    10 

54 


^Grades,  on  the  1st  Division  of  the  1st  Section,  from  the 
French  Broad  River ^  to  Western  Portal  of  Balsam  Tun- 
nel, Jackson  County. 


Length  of  Division, 


Length  of  Level  Grade, 


■Length  of  Grades  Ascending  Westward, 
-From  0  to  10  feet  per  mile, 
10  to 
20  to 
30  to 
40  to 
50  to 
60  to 
70  to 
80  to 

90  to  100. 
100  to  116. 


20. 
30. 
40. 
50. 
60. 
70. 
SO. 
90. 


Total  Ascent,  1454  feet, 


•Length  of  Grades  Descending  Westward, 
From  €  to  10  feet  per  mile, . 
10  to 
-20  to 
30  to 
40  to 
50  to 
60  to 
70  to 
80  to 

90  to  100 . 
100  to  116. 


20. 
30. 
40. 
50. 
60. 
70. 
80. 
90. 


Total  Descent,  419  feet, 37,104 


Feet. 

Miles. 

184,100 

34,87 

21,900 

4,148 

3,000 

0,568 

2,700 

0,512 

6,100 

1,156 

13,300 

2,519 

8,300 

1,573 

10.700 

2,023 

19.300 

3,65& 

20,200 

3,826 

14,000 

2,652 

11,300 

2,140 

16,200 

3,068 

125,100 

23,693 

7,100 

1,345 

2,500 

0,473 

3,000 

0,568 

2,200 

0,417 

5,900 

1,117 

10,500 

1,989 

5,904 

1,120 

37,104 

7,029 

Sum  of  Ascent  and  Descent,  1873  feet. 
Average  Grade  per  mile,  53  8-10  feet. 
Curvature,  2382  degrees,  4  minutes. 


25 


Grades  mi  the  ^d  Division  of  the  f«t  Section,  from  the  Wes- 
tern Portal  of  Balsam  Tunnel,  U  Teennssee  River,  Macor, 
County.  •-  ".•  ' 


Feet.    I  Miletf. 


Length  of  Division, 1199,000' 

Length  of  Level  Grade, 22,200 


.(]8 


Length  of  Grades  Ascending;  Westwar( 


20. 
30. 
40. 
50. 
60. 
70. 
80. 
90. 


Tjotal  -Ascent,  244  feet, 


Length  of  Grades  Descending  Westward, 
From  0  to  10  feet  per  mile, . 
10  to 
20  to 
30  to 
40.  to 
50  to 
60  to 
70  to 
80  to 

90  to  100. 
100  to  116. 


20. 
30. 
40. 
50. 
60. 
70. 
80. 
90. 


Sum  of  Ascent  and  Descent,  2,024  feet. 
Average  Grade  per  mile,  53.8  feet. 
Curvature,  5161  degrees,  48  minutes. 


5,00<^ 
4,000 
3,200 


From   0  to    10  feet  per  mile, .  |     ^.OOO 

10  to 
20  to 
30  to 
40  to 
s50  to 
60  to 
70  to 
SO  to 
90  to  100 
100  to  116 


4,203 


0,493 
0,94«; 

o,7r)S 
0;6n(; 


2,000    0,379 


4,000 
3,300 ! 


0.758 
0,625 


6,800    1.288 


30,9001  5.66:i 


Total  Descent,  1,780  feet, 145,900l27,814 


17,900; 

7,700 
21,700' 

7,600' 
11,300! 
14,200  j 

7,200, 

4.800 

8,5001 

45,000' 


3,390 
1,458 
4.110 
1,439 
2,140 
2,689 
1,364 

0,909 
1,610 
8,685 


26 


Grades^  on  the,  Xst  Division,  of  the  2d-' Section,  from  the  Ten-- 
nes-see  Miver  to  Murphy,  Cherohee  County. 


liength  of  Division, 


Length  of  Level  Grade, 


Xiength  of  Grades  Ascending  Westward, 
From  0  to  10  feet  per  mile, 
10  to 
20  to 
30  to 
40  to 
50  to 
60  to 
70  to 
/       ■        80  to 

90  to  100. 
100  to  llfi. 


20. 
30. 
40. 
50. 
GO. 
70. 
80. 
90. 


Total   Ascent,  1153  feet, 


1/ength  of  Grades  Descending  Westward. 
From  0  to  10  feet  per  mile, 
10  to 
20  to 
30  to 
40  to 
50  to 
60  to 
70  to 
80  to 

90  to  100. 
100  to  116. 


20. 
30. 
40. 
50. 
60. 
70. 
80. 
90. 


Feet. 


Miles. 


216,600  41,018 

17,600 

3,333. 

7,100 

1,345 

1,900 

0,360 

14,400 

2,727 

25,000 

4,735 

8,500 

1^610 

2,500 

0,473 

15,700 

2,969 

23,600 
t 

4,469 

98,700 

1<S,688 

9,900 

1,875 

19,900 

3,767 

5,700 

1,082: 

7,800 

1,479. 

2,500 

0,473 

4,000 

0,758 

19,900 

3,767- 

7,600 

1,440 

23,000 

4,350 

Total  Descent,  1055,  feet, .. j  100,3001 18,997 

Sum  of  Ascent  and  Decent,  2207  feet. 
Averq,ge  Giade  per  mile,  53  8-10  feet. 
Curvature,  4102  degrees,  39  minutes^ 


27 


Grades  on  the  Id  Division  of  the  Id  Section,  from  Murphy 
to  Tennessee  State  Line,  near  Caivoneh  or  Ducktown. 


Length  of  Division, .... 
Leno'th  of  Level  Grade, 


Length  of  Grades  Ascending  Westward, 
From  0  to  10  feet  per  mile, 
10  to 
20  to 
30  to 
40  to 
50  to 
GO  to 
70  to 
80  to 

90  to  100 . 
100  to  116. 


20. 
30. 
40. 
50. 
60. 
70. 
80. 
90. 


Total  Ascent,  998  feet. 


Length  of  Grades  Descending  Westward, 
From    0  to    10  feet  per  mile, 
10  to 
20  to 
30  to 
40  to 
50  to 
60  to 
70  to 
80  to 
90  to  100 
100  to  116 


Feei. 


115.643 


11,630 


4,200 


2,100 

2,800 

9,800 

8,943. 

13,200 

20,070 


61,113 


2,900 


20. 
30. 
40. 

50 

60 i     2,800, 

70  i     4,700 

so! \     3,500 


Miles. 
21.90 
2.203 

0.79G, 


0.398: 
0.530 
1.856 
1.694 
2.500 
3.801 

11.575 


0.549 


90. 


600 


28,400 


Total  Descent,  757  feet -I  42,900    8.122 


Sum  of  Ascent  and  Descent,  1755  feet. 
Average  Grade  per  mile,  80.1  feet. 
Curvature,  2242  degrees,  26  minutes. 


0.531 
0.664 
0.889 
O.HO 

5.379 


28 


STATEMENT  OF  ALIGNMENT 

iBrom  French  Broad  River  to  Tennessee  State  Line^  near  Ca- 
wona  or  Ducktoion. 


■  J  s 

Length  of 

Lenr/tJ 

I  of 

Per  Centage 

1    -^ 

Cm 

ve. 

Straight  Line. 

of 

Total  Length. 

^  c^ 

\ 

Fe 

Miles. 

Feel 

Miles. 

Curve. 

Str't  L. 

Feet. 

Miles. 

1 

1  1 

79,606 

15.08 

104,494 

19.79 

43.3 

56.7 

184.100 

34.87 

1    2 

102,463 

19.41 

96.537 

18.27 

51.5 

48.5 

199.000 

37.68 

2    1 

80,665 

15.28 

135,935 

25.74 

37.5 

62.5 

216.600 

41.02 

2    2 

50,738 

9.61 

64,905 

12.29 

43.9 

56.1 

115.643 

21.90 

1^ 

liole  Line. 

59.38 

76.09 

43,8 

56.2 

135.47 

TABLE 

Showmg  the  number^  name^  length.,  size,  Giibic  yards,  and  ele- 
vation ctbove  tide,  of  all  the  Tunnels. 


.^. 

s 

s? 

o 

o 

~ 

o 

•S 

■^ 

'^ 

^ 

^ 

^ 

^ 

^ 

^ 

1 

1 

2 

1 

5 

2 

4 

2 

5 

2 

6 

2 

7 

2 

8 

2 

9 

2 

10 

2 

11 

2 

12 

2 

13 

2 

14 

2 

2 

Name  of  Tunnel. 


Hominy, 

Balsam, 

Scott's  Creek,  No.  1 

Scott's  Creek,  No.  2 

North  Fork. 

Scott's  Creek,  No.-S 

Cowee, 

Oconee  Lufteli, 

Master  Hollow, 

Devil's  Back  Bone, 

Nantihala, 

Che-o-ih, 

Red  Marble, 

Persinamon. 


In  Feet 


300 

1,750 

110 

235 

350 

200 

850 

200 

92 

182 

180 

130 

1,224 

174 


Totall.  of  Tunnels. I    5,977 


^ 


^ 


In  Feet 


21  X15 


^S 


O 


^5 


In  Feet 


3,450 
20,288 
1,283 
2,740 
4,081 
2,333 
9,911 
2,332 
1,073 
2,123 
2,099 
1,518 
14,280 
2.030 


2,578 
3,243 
2,932 
2,676 
2,614 
2,280 
1,972 
1,830 
2,263 
2,330 
2,342 
2,399 
2,551 
1,850 


t^t^ 


In  Feet 


InFeet 


2,668 

3,411 

3,030 

2,803 

2,792 1 

2,403! 

2,268 1 

1,942 

2,367 

2,445 1 

2,4261 

2,490 1 

2,686| 

1,948: 


90 
168 

98 
127 
178 
123 
296 
112 
104 
115 

84 

91 
135 

98 


69,541  Cu.  Ys\ 


29 


TABLE 


^3  o 
.S  •i: 


SJioiving  the  distance  and  levels  above  tide,  0/  all  -^ 
the  prominent  points  from  Salisbury,  to  the  Ten- 
nessee line,  near  Caivoneh  or  Ducldown.  j|  jyijieg. 


yalisbury, 

Suinmit  belwet'u  second  and  third  Creeks, 

Third  Creek, 

Statesville,  ; 

Suinniil  between  Back  and  Clark's  Creek's,  

Catrtwba  River, 

Newton,   1 

Connelly's:  Gap,  : 

Huntinir  Creek, , 

iMorfJunlon,  : 

Silver  Creek,  : 

Muddy  Creek,  ; 

Still  House  GajD,  i 

Marion, ' 

0))])osite  Carson's. 

Siuiiinit  between  Cune  Creek  and  Newbury's  Fork, 

Point  Tunnel,  

Mill  Creek,  iourth  Crossino;, | 

Mill  Creeli,  eleventli  Crossing,  \ 

Birch  Ridoe  Tunnel,  i 

Mill  Creek,  fourteenth  Crossinjj, ; 

Lick  Lojf  Tunnel, 

Big   Rifl^e     'I'unnel, i 

Burgin  Tunnel, 

Swannanoa  Tunnel,  i 

French  Broad  River,  ; 

Hominy  Tunnel,  

Pigeon  River,  

Summit  between  P.  River  and  Richland  Creek,... 

Richland  Cieek 

Balsam  Tunml,   

Scott's  Creek,  third  crossing, 

Tuekasegee,  first  crossing, 

('owee  Tunnel 

Tuckasege  River,  second  Crossing, 

Oconee  Lufteh  Tunnel, 

Oconee  Lufteh  River 

Tuekasegee  River,  third  crossing, 

Summit  between  Tuekasegee  and  Alarka  Creek,... 

Tennessee  River  at  Mouth  of  Alarka  Creek, 

Tennessee  River,  third  crossing,  

Nantihala  River,  first  crossing,  

Red  Marble  Tunnel 

Valley  Town, 

Valley  River,  near  Murphj',   

Murphy,  

Hiw'dssee  River,  

Summit  between  Hiwassee  and  Notteleh  Rivers,. 

Notteleh  River, 

Persimmon  Tunnel,    

Wolf  Creek,  

Newton's  Gap 

Tennessee  State  lincj  near  Cawoneh 


W 


Mil 


13.29 

14.58 

2.5.32 

29.90 

37.12' 

49.00 

63.78 

73.27 

75.  G.') 

78.05 

83.65 

91.35 

96.35 

]0l.65i| 

105.75' 

109.62! 

109.661 

113.66; 

ill5.40i| 

115.7111 

117.52  I 

117.75i| 

llB.OOij 

.119.15 

137.65  I 

1.54.25; 

154.60:i 

155.73' 

162.94 

171.46IJ 

184.34; 

185.93; 

186.23 

,186.29 

195.98' 

496. HS;! 

201. 2li 

[204.51 

i 210.20 

210.90 

214.55 

225.63 

234.40 

249.49 

249. 61 i 

249.  RO' 

1251.051 

"257.13 

■262.48, 

.267.13: 

.L269.58| 

J  1273.12! 


13.29; 
1.291 

10.74| 
4.58' 
7.22 


Feet. 


761 

827 

712 

940 

958 

762 

11.78:|1.021 

14.78!  1.269 

9.49111.030  1. 094 

2.3811.140  1.135 


Feet. 


1.037 
1.104 
1.305 
1.405 
1.285 
1  .452 


2.4011.022 
7.601  l.(!90 
5.70  1.355 
5.00'!. 425 
5.30|:1.284 
4.lO;i.5lO 
3.87,11.622  1.526 
0.04'  1.5l0|l. 536 
4.00, 1.795  1.927 
1.74  2.220  2.113 
0.31-2.05012.125 
I.8II2.443I2.337 
0.23  2.5r.7  2.3G3 


0.25!2.4!)5 

1.15  2.658 
18..50iil.977 
16.60'2.668 

0.35!  2.577 

1.13!  2.717 

7.21:2.588 

8. .5213. 411 
12.88  ;1 .986 

1.594.9.52 

0.30:  2.268 

0.06  11.929 

9.69''l.942 

{i.87i'l.794 

4. 36, !l. 728 

3.30,1.985 

5.69'  1.567 

0.764.601 

3.59,;1.682!l.695 
11.08;  2.68612.551 

8.87i!l.783il.790 
15.09  I.513I1. 544 


2.389 
2.5:0 
1.999 
2.578 
2.600 
2.695 
2.608 
3.243 
2.007 
1.975 
1.972 
1.963 
1.830 
1.818 
1 .  747 
1.943 
1.595 
1.620 


0.12  1.566 
0.19  1.514 
1.25  1.760 

7.0811.541 
5.35  1.948 
4.65|1.705 
2.45,1.953 

3.55  1.818 


1.544 
1.555 
1.693 
1.563 
1.850 
1.752 
1.900 
1.804 


30 
FRENCH  BROAD  DIVISIOI^. 


StateQuent  of  Alignment  from  Swannanoa  River  to  Paini 
Hook. 


Length  of  Curve. 


Length  of 
straight  line. 


Per  centage  of. 


ihiat  Length. 


Feet. 


Miles. 


Feet.     I  Miles  \  Curve  \  Straight  line 


Feel 


Miles 


135,696  I    25.7 


101,376  I    19.2  I     57.2 


42.8 


237,072  I   44.9 


Total  Curvature,  5476  degrees. 


TABLE 

Of  Jlechcmical  Structu7-es  from  the  mouth  of  SwamianoCi 
River,  to  the  Paint  Rook. 


Name  of  Stream. 


Branch, 

French  Broad  River, 

Branch, 

Bruce's  Creek, 

Branch, 

feranch, 

Lee's  Mill  Creek, 

New  Found  Creek, 

■Jenuing's  Branch, 

Connor's  Branch, 

Branch, 

Branch, 

Sandy  Mush, 

Branch, 

Branch, 

Branch. 

Pheasant  Branch, 

Bailey's  Branch, 

Bear  Creek, 

Little  Pine  Creek, 

Paw-Paw  Creek, 

Johnson's  Cove  Branch 

Big  Pine  Creek, 

Doe  Branch, 

Raccoon  Branch, 

Mountain  Island, 

Spring  Creek, 

River  Sluice, 

Shut-in  Creek. 


Character  'df  Structure. 


2.6!  Stone  Viaduct, 

3.8 'Bridge, 

4.1  Stone  Viaduct, 

Bridge, 

Stone  Viaduct. 


4.8 
5.2 
5.5 
8.2 
9.0 
11.2 
12.7 
14.2 
14.7 
17.1 
18.3 
18.7 
19.0 
22.4 
24.5 
25.6 
26.2 
27.8 
29.8 
30.7 
33.2 
35.6 
36.0 
38.8 
41.9 
42.4 


Bridfje, 


Stone  Viaduct, 


Bridge, 
Stone  Viaductj 


Bridge, 

Stone  Viaduct, 
Bridge, 

Stone  Viaduct, 

Bridge, 

a 

Viaduct, 
Bridge. 


9 
15 
10 
14 
10 

9 
15 
14 
10 
14 

9 
14 
19 
14 

9 
12 
12 
17 
11 
17 
15 
20 
23 
14 

7 
10 
13 
12 
10 


No.  of 

Spa7is 

and 

length  iti 

Feet. 


of  10 

of  125 

of  10 

of  40 

of  10 

of  10 

of  10 

of  40 

of  30 

of  10 

of  10 

of  10 

of  115 

of  10 

of  10 

of  10 

of  10 

of  30 

of  30 

of  60 

of  10 

of  40 

of  115 

of  10 

of  10 

of  25 

of  60 

of  10 

of  40 


31 


TABLE 

Showing  the  distances  and  levels  above  tide  of  the  prominent 
■points^  from  the  mouth  of  the  Swannanoa  River  to  the  Paint 
Roek. 


Mouth  of  Swannanoa, 
New-Found  Creek, 
Connor's  Branch, 
Sandy  Mush, 
Bear  Creek, 
Big-Pine  Creek-, 
Spring  Creek, 
Shut-in  Creek, 
Paint  Rock. 


Mihs. 


9.0 
12.7 
17.1 
25.6 
30.7 
38.8 
42.4 
44.9 


i5    « 


Miles 


9.0 
3.7 
4.4 
8.5 
2.9 
8.1 
3.6 
2.5 


'k. 


Ab 


tq 


Feet. 


1978 
1871 
1774 
1715 
1594 
1516 
1315 
1280 
1262 


Feet. 

1991 
1885 
1788 
1731 
1605 
1538 
1528 
1590 
1261 


»-•■ 


32 


GRADES 

On  French  Broad  Dims'wn^  from  Sioanartoa  Hiver  ta  Paint 
Book. 


Ijentrih  of  Division, 

Lensrth  of  Level  Gracie, 

Lenjftli  of  Grade  descending  Westward. 
From  0  to  10  feet  per  mile, 
10  lo  20 

20  to  no 

30  to  40 
40  to  50 
50  to  60 

Total  length  of  Grades, 
Total  Descent  675  feel, 

Lenjth  of  Grades  ascending  Westward, 
From  0  to  10 
10  to  20 
20  to  30 

Total  length  of  Grades  ascending  Westward, 
Total  ascent  12  feet. 


rium  of  ascenis  and  descents  687  feet. 
Average  Grade  per  mile  15.03  feet. 
Curvature  5,476. 


Feet. 

Miles. 

237.277 

44.9 

i     55.106 

j      10.4 

,       12.300 

y  ■ 

23 

I      69.500 

13.2 

54.900 

10.4 

j       16.200 

3.1 

1       iiO:971 

4.0 

jl        3.000 

0.5 

176871 

33.5 

600 

0.114 

4.600 

0.871 

100 

0.019 

5.300 

1 

1.000 

